Railway track switch



Dec. 9,1941. c. WILMOT RAILWAY IRACK SWITCH Filed July 29, 1958 2 Sheets-Sheet 1 INVENTOR. (22% fin M ATTORNEY.

' Dec. 9, 1941. c. L. WILMOT' ,2 ,4

RAILWAY TRACK SWITCH Filed July 29, 1938 2 Sheets-Sheet 2 fi/ "INYEIQITOR.

BY aw ATTORNEY.

Patented Dec. 9, 1941 UNITED STATES PATENT OFFICE RAILWAY TRACK swrron Charles L. Wilmot, Pittsburgh, Pa. Application July 29, 1938, Serial No. 221,879

3 Claims.

This invention relates to new and useful improvements in railway track switches, the primary object of which is to provide a switch structure of substantially the same rigidity and stability as the remaining part of the track structure.

Another object of the invention is the provision of a railway track switch unit which shall be self-contained and mounted on a casting which is designed to fit upon the track bed in cooperative relation with the rail ties.

A further object of the invention is to provide a railway track switch in which the switch points are eliminated and which is housed to eliminate access of snow, ice, dirt or other substances or particles and in which the operating parts are protected from the corrosive action of the elements.

Still another object of the invention is to provide a railway track switch which shall be adapted to be secured against displacement by locking means operative by the switch throwing mechanism, all of the foregoing objects and improvements being for the betterment of the switch mechanism generally, resulting in a safer switch construction, permitting train operations at higher speeds than heretofore possible and which will substantially reduce maintenance cost and the operating difiiculties incident to the conventional type of switch.

These and further objects of the invention will become more apparent from a consideration of the accompanying drawings constitutinga part hereof in which like reference characters designate like parts and in which:

Fig. 1 is a top plan view of a railway. switch assembly embodying the principles of this invention;

Fig. 2 is a vertical cross-sectional view extending longitudinally of the switch along the line 22, Fig. 1;

Fig. 3 is a transverse section taken through the switch unit along the lines 3-3, Fig. 1;

Fig. 4 is a cross-section of a portion of the switch housing diagrammatically illustrating its relation to the switch element;

Fig. 5 isa sectional elevational view of a portion of the locking mechanism;

Fig. 6 is an exploded view of the switch unit and rail to illustrate the manner of the connection;

Fig. 7 is a view in perspective partially in cross-section of a portion of the switch and looking mechanism; and

Fig. 8 is a sectional elevational view taken supported on the base members I and positive-' 1y secured against longitudinal movement relative to the rails which are the main rails 8 and 8a and the turn-out rails 9 and 9d. The rail blocks 1 and la are provided with depending portions I0 disposed intermediate the base bearing blocks 4, the members I 0 being shaped as shown in Figs. 3 and 7, similar to the web and base of a rail and being preferably integrally formed with the switch blocks I and la.

Flange grooves II, I2, I3 and Ila, I2a and I3a are provided in the rail. blocks 1 and la, the grooves I 3 and I3a being on angles corresponding to the turn-out angle of the switch.

A plurality of stop lugs I4 and I5 aredisposed on the sides of the base members I and in one position are adapted to abut the depending portions ID of the switch blocks. are disposed in channels I6 and IBa in which they are freely slidable, the channels beingina tegrally formed with the base I as shown inFigs. 3 and '7. Lugs I4 .and I5 are slidable in the channels I6 and Ilia by a mechanical linkage comprising links H, levers I8 and I 9 and slide bars 20, the bars 20 being actuated by a bar 2|, disposed in guide brackets 2 la, which is provided with cam followers .22 disposed in cam slots 23, so that in response to movement of bar 2| transversely of the rails, the slide bars 20 will be subjected to sliding movement. Movement of the bars 20 actuates levers I8 and I9 which in turn subject the lugs I4 and I5 tosliding movement in the channels I6.

As shown in Fig. '7, the dove-tail 5 is located above the latch lug I5, and its operating link-.

age I I, so that the switch blockvclears the lugs I5 when thrown beyond the bearing block 4, and the channel IS in which the latch lugs I5 are operative is below the sliding base of the depending portion In of the switch block. The dotted line construction of the lug I5, Fig.1

shows the lugs extended to the position, wherethe depending portion II of the switch block is engaged.

Lugs I4 and I5.

The switch blocks 1 and la are connected by links 24 to render them simultaneously movable by a throw-bar 25, the bars 2| and 25 as shown in Fig. 3 being actuated by cams 2'6 and 21, respectively, the cams being mounted to rotate with a shaft 28 that is actuated by a hand lever 29 or in any other suitable manner. Each of the cams is provided with a cam slot for engag ing followers 30 and 3| carried by the cams, so that upon rotation of shaft 28 the bars are subjected to linear movement. The connected switchblocks I and la are subjected to shuttle movement as distinguished from the swinging or I pivotal movement of the conventional type switch.

One of the features of elimination of switch points which permits interlocking the rails with the switch base, it being understood that there is no base plate if switch points are employed, and consequently there can be no interlocking of the switch parts and main track. As shown in Fig. 6 the end of the base I is slotted at 32 to receive the web 33 of the end .of .the rails, the base of therailbeing outout as shown to allow the web portion to enter the slot 32. The rail may be fastened, in the slot by any suitable means, although this may not be. deemed essential. As shown inFig. 4 the switch'fblocks 1 and 1a may be. provided with aprons 34 and 3.5 which are secured at the ties bybottom flanges 3.6 as shown.

Fig. 'Iiillustrate's' the structural features of the switch base and switch block which permits free sliding movement of the block and the base pro.- vides a large area of bearing contact and locks the switch block in its extended position. It shows the depending rail switch block portions the invention is the:

I5, as the case may be. Upon further rotation of lever 29, the throw bar 25 will move slide blocks I and la to theother position, and upon still further rotation of lever '29 cam 26 will actuate the locking bar 2| to again bring locks [4 or [5, as the case may be, in abutting engagement with their corresponding slide block. Upon reversal of the operation, the same sequence of unlocking, throwing and locking is effected. I

As shown in Fig. 1, switch blocks 1' and 1a are provided with stops lb and 1c which'are adapted to engage the bearing blocks 4 of the base.

When the switch is thrown to either straight or turn out rail position the stops lb or 1c of one block will abut the bearing blocks 4 of its cooperating base and the lugs I4 or l5 7 on the base will abut the depending portions ll) of the switch block thereby locking the latter against transverse movement in either direction.

Fig. 1 shows theswitch. set. in line with the tangent track rails. 8,. 8a.. In this'position; as shown in Fig. 8', the stop Tb abuts bearing. block 4 of switch block 1a .and thepdepen'ding portion Ill of the switch block T' is locked by lugs: l5. The locking lugs M' are beneath the switch. block la, as shown in Fig. l, and when theswitch is thrown for alignment with the turn-out, rails 9 and 9a, the stoplc engages. bearing,,b-locl 4 with stop 1b clear, and the locking, lugs l4" abut the depending portion of switchbl'ock 1d. while resting on'the. face of the base between the upwardly extending bearing portions 4. H

The operation of the above-described railway track switch is briefly as follows: In the position shown in Fig. 1 the switch is set for the main or straight track 18 and 8a with the flange grooves II and Ma in alignment therewith, so that the wheel flanges ride in the grooves and the adjacent top surfaceconstitutes the rail for the wheels. It is locked in this position bythe movable lugs l5 and fixed stops 10 which constitute abutments for the switch block i. Also it will be noted that in this position theflange grooves l2 .and [2a are in alignment with the turn-out track 9. and 911 so thatif a railway vehicle passes over the switch from the turn-out track when it isset to the main rail position, it will not derailv but will pass through the groove into the flange. grooves H and Ha. .To throw the switch to the turn-out track-position lever 29 is manipulated in a downward direction as viewed from the base of the drawings, thereby actuating the shaft 28 on which "earns 26 and 21 are mounted. The relation of the cam slots is such that the switch bar 25 will move switch blocks land 1a inthe direction to align the flange grooves 13 and l3a with the inside faces of the turn-out rails S and 9a and cam 26 will then actuate the locking bar 2| to actuate the levers which project the lugs l4. outwardly into the space be.- tween the bearing blocks 4 to constitute abutments for the depending rail block portions l0, thereby securely holding them to the set position of the switch. The cam 26 for actuating ing the throw arm 25 are so arranged that, upon the lugs l5 are beneath the bearing, .blockg'l. The manipulation of the switch blocks. from the. tangent to the turn-out positionand the operati'on of the lugs, 14 and I5 will now be explained with reference to Figs. 1,3 and of the.

drawings. r 7

With the switch in tangent position, switch. lever 29 is turned to rotate cams 26 and2'1 the former operating latch bars for actuating the lugs l4 and I5 and the latter operating. to move. the switch blocks 1- and. Ta, as. shown. in Fig- 1,, the pin 22 of the bar 20' that actuatesthelatch lugs 15 being in the end of the. slot'offthe bar.

' 2|, in which position the operating, bar 20 holds lugs 15 against the depending portion [0' of the switch block 1. Therefore, upon initial, move ment of the switch lever 29,. cam '26 will move the bar 2| to retrieve. bar 20 by movement. of the pin 22 in the straight portion of theslot. This movement retracts the latch lugs [5 to clear the switch block I.

Further movement. of the lever 29 actuates.

the bar 25, which throws, the; switch, causing-- switch block I to pass over latch lugs. I'E'until the stop lug 1c abuts thebearing blockfl4- of the switch block 1. At the. same. timegbecaus'e of.

the connecting linksf24, switch block 1a. movesin the direction to clear abutting lug 'Ib, and the latch lugs M are clear of the depending" portion- IU of block Ia. When the pin 22 has moved to the ofiset position of. slot 23. at the end'oftravel of bar 2|, the operating bar 20 will force the latch lugs l4 forwardto engagethe depending members ll] ofswitch block la, thereby locking the switch in the set position with, stop lugs l e. abutting the bearing block 4 of switch-block T.

The aprons 34 and .35 cover the operatingmechanism including the, levers,and actuating links for the locking lugs so as to.- prevent. ingress of loose particles such as stone or the like and also to protect the operating mechanism. and

, the bearings from the, corrosive action 'of..the.

initial movement oflever 29, cam 26 will ac-l tuate locking bar 2| to release the locks M or elements. These aprons prevent snow and sleet; from entering the switch operating. mechani'srn',

thus keeping them clear for operation at all times. By means of the locking lugs which are operative in response to the switch setting mechanism, the switch is locked in set position and is entirely stable, both longitudinally and transversely of the rails.

There are no parts to be injured by contact of the vehicle wheels passing over the switch blocks 1 and la and because of the locking lugs, displacement of the switch with consequent derailment is eliminated.

It will be noted that the point of switch designated by numerals [3b and I30 is placed some distance within the switch block so that the wheel can enter upon the switch block in a straight line for both the main and turn-out tracks and in the turn-out side the wheel flange will be well within the flange groove of the switch block before beginning the turn.

The cam actuated slide bars are positive in their action and the aprons housing the switch and operating parts assures that they are free from interference to prolong and maintain their efiicient operation.

It is believed to be apparent that the solid cast steel base and the massive switch blocks with their interacting dove-tailed engagement and substantial supporting and contacting areas render the switch as substantial and stable as the rail itself, there being no possibilities of displacement of any of the switch parts relative to the rails as the elimination of the switch points permits a construction which intimately engages the end of the rails with the switch castings.

Although one embodiment of the invention has been herein illustrated and described, it will be apparent to those skilled in the art that various modifications may be made in the details of construction without departing from the principles herein set forth.

I claim:

1. A railway switch comprising a base member having upstanding bearing blocks, switch members recessed to receive said bearing blocks and having bearing portions for engagement with the base intermediate said bearing blocks where by said switch members are adapted for sliding movement on the base transversely of the axis of the base and positively held against displacement in a longitudinal direction, said switch members having wheel engaging faces extending from end to end of said members and adapted for register with a pair of main and turn-out tracks, movable stops in the base member adapted to extend in the path of movement of the switch members, means for actuating said stops, a switch bar and a locking bar, the latter connected to actuate said stop actuating means, a plurality of cams connected to said bars mounted for simultaneous operation, whereby the looking means is coordinated with th switch oper ating means.

2. A railway switch comprising a plurality of base members having depending ribs spaced to engage rail ties therebetween and having upwardly projecting bearing blocks with guideways formed therein, a plurality of switch blocks recessed to receive the bearing blocks of the base members and having guide means for cooperative engagement with the guideways of said bearing blocks, said switch blocks having downwardly depending portions for engaging bearing surfaces of said base members between the bearing blocks thereof and having abutments for engaging the bearing blocks, means adapted to be interposed in the path of movement of said downwardly depending portions of the switch blocks to constitute locking abutments for said switch blocks, means for subjecting the switch blocks to movement transversely of the main and turnout rails, and means for coordinately moving the switch block abutting means with switch block moving means.

3. A railway switch comprising a plurality of base members adapted for mounting on rail ties and having bearing blocks with guideways formed therein, a plurality of switch blocks having guide means in cooperative engagement with the guideways of said bearing blocks and having fixed abutments for engaging the bearing blocks of said base members, movable abutments mounted on said base members in the path of movement of said switch blocks, means for subjecting the switch blocks to movement transversely of a main and turn-out rail, and means for coordinately actuating the movable switch block abutting means with said switch block moving means.

CHARLES Ii. WILMOT. 

